Marine-engine installation.



A. sUcHl.

MARINE ENGINE INSTALLATION.

APPLICATION FILED OCT. 22. |912.

Patented May 4, 1915.

3 SHEETS-SHEET l.

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 .I 1 1 L )F Q \J J J J J J mm wvI @HW `N Qm\ S fh* QN mm A I I l l Q l m -l II 6N I ..-I ...I w 1..|I I.II.I. r

.. Mmm ma. l1 mwN 1 .l N m QN u m dllll .In w Q x1... In.. I. 1 WH|| nN` w mw. x L D. I), J IIII I m n o J I I I I- MI I- NW LN.. W` Q Q mmf.,N l QW CrII x J L ,L L L L mm. r r TI r @IR l V Om I V Vv l V I V QN w.T

O Q r LN .1N Q E N W S QN nm my# l w a NN hm w @am W/L MQW M( ATTORNEYA. BUCHI.

MARINE ENGINE INSTALLATION.

APPLICATION min ocr.22.1912.

Patented May 4, 1915.

3 SHEETS-SHEET 2.

ATTORN EY Patented May 4, 1915.

3 SHEETS-SHEET 3 NTOR WITN ESSES ATTORN EY UNITED sTATEs PATENT oEEIoE.

ALFRED BCHI, OF WINTERTHUR, SWITZERLAND, ASSIGN'OR T0 BUSCH-SULZERBROS,- DIESEL GINE COMPANY, 0F ST. LOUIS, MISSOURI, A CORPORATION OFMISSOURI.

MARINE-ENGINE INSTALLATION.

Specleation of Letters Patent.

Patented May 4, 1915.

T0 all whom it may concern.'

Be it known that I, ALFRED BCHI, engineer, a citizen of the Republic ofSwitzerland, residing at Winterthur, Canton of Zurich, Switzerland, haveinvented certain new and useful Improvements in Marine- EngineInstallations, of which the following is a full, true, and completespecification.

This invention consists in certain improvements in the combination andarrangement of parts in a Diesel engine power plant, more especially forship installation The object is to combine the air pumps serving aplurality of power groups and to locate them in the most advantageousmanner with respect thereto, to provide a common scavenging airdistribution system together with controlling means, whereby thepressures delivered to the power groups may be equalized or whereby theair may be supplied in any desired relative proportions and pressuresto, or entirely cut oif from, different parts of the system, accordingto the needs, to limprove and simplify the structural features of thedistribution system, to provide direct routes for the scavenging airfrom the region where compressed to the places where used, to combineand simplify the provisions for conducting laway the eX- haust gases,and, furthermore, to secure these and other advantages in asymmetrically arranged power plant especially adapted tothe exigenciesof ship installations and for the economical and advantageous'utilizat-ion of available space.

As herein illustrated the invention is applicable more especially totwin screw ships.

In the accompanying drawings illustrating the invention: Figure 1 is a.plan view, parts being in section and the high pressure air distributionsystem being indicated diagrammatically; Fig. 2 is a sectional sideelevation; Fig. 3 is a sectional elevation on the line 3-3 of Fig. 1;Fig. 4 is a sectional elevation on the line 4--4, of Fig. 1; and Fig. 5is a plan view, with parts in section, illustrating another embodimentof the invention.

In F igs. 1 to 4, .A and B indicate two propeller shafts, and C and Dare two twocycle Diesel 0r other constant pressure internal combustionengines for driving the same, their cylinders being di vertically andtheir crank shafts suitably coupled with the propeller shafts. Engine Cis shown as comprising six power cylinders 10 and engine D as having'thesame number of power cylinders 11. The two engines are thus inparallelism and at a distance from each other determined by the distancebetween the propeller shafts Auxiliary engines E and F are likewisedisposed longitudinally of the vessel, in parallelism to each other andat opposite sides of the longitudinal center of the Vsel. Both of theauxiliary engines are locatedforwardly of the vessel with respect to themain engines. Engine E is preferably in line with engine C, and engine Fin linie with engine D. Engine E is shown as comprising three powercylinders 12 and engine F as having the same number of power cylinders13.' These auxiliary engines drive the two oups of air pumps G andH,.which are coated between the main and auxiliary engines and arelikewise at opposite sides of the longitudinal center line of the veel.The group G comprises two low pressure or scavenging pumps 14, thepistons of which are driven by connecting rods 15 from the crank shaftas shown in Fig. 4, and two twostage high pressure pumps or compreois 16at their outer sides, the pistons of these pumps being connected withthe connecting rods 15 by rock levers 17. Similarly pump group Hcomprises low pressure pumps 18 and high preure pumps 19.

The low pressure pumps supply the air for scavenging the power cylindersanld for compression therein to the degree ruluisite to producesufficient heat to ignite the fuel injected into it by the high pressureair. The high pressure pumps supply this high pressure or fuel air; andthe high pressure air is 'also used for starting and lreversing theengines, and for any other purposes that may be desired. The highpressure system is shown diagrammatically, the'lines being designated 2Oand the storage and equalizing reservoirs or asks bein marked 21. Thepumps are of such capacity as to supply suificient air, both of low andhigh pressure, for all of the engines up to the maximum loads determinedupon.

The low pressure or scavenging pumps 14 have a common intake 22 abovedeck and a common conduit 23 leading therefrom and in communication withboth of their valve chests 24. In like manner the scavenging pumps 18have a common intake and conduit 25, 26. The compressors 16 and 19, itwill be understood, compress air taken from the low pressure pumps, sothat the pumps are in effect three-stage compressors. The dischargepassages 27 of all the scavenging umps deliver by preference into acommon ongitudinal conduitor receiver 28 located vbetween the two groupsof pumps. At one end this conduit communicates with a common manifold 29in line with it and centrally between the main engines C, D or theirvertical projections. In this instance this common manifold is dividedinternally by a central longitudinal partition 30, which extends to theflared end of the conduit 28,

.which constitutes a connection between the open the pressures areequalized. At itsop-v posite end the conduit 28 communicates with twoscavenging manifolds 35, 36, one for each of the auxiliary engines andat the inner sides thereof. The flow to these manifolds may be regulatedor cut oft` by a suitable valve or valves indicated at 37. All of theconduits and manifolds of the scavengv ing air distribution system arelocated overhead at a suitable height.

The exhaust gases from the main engines pass into longitudinal exhaustmanifolds 38, 39 located at their outer sides.v These manifolds extendaft and deliver into a common transverse header 40, from the center ofother water-tight compartment, having the front and back walls 48 and47. Two bf the high pressure flasks 21 are in each compartment,l one ateach side. The auxiliary engines besides driving the pumps may serve forany other duty. In Fig. 2 one of them is shown driving a dynamo 49.

In Fig. 5 the pumps are driven in part by the main engines C1 and D1 andin part by the auxiliary engines E1 and F1, and the division wall 47abetween the two compartments passes between the two parts of the pumpinst allation, but they are-combined as to their air supply and as totheir discharge. The scavenging manifold 29a of the main engines engineswith scavenging and `conduit 28, which at one end communicates islocated as in the other instance but has no longitudinal partition. Thepumps as before are located between .the main and auxiliary engines. Themain engines drive pumps G1 and H1, each of which consists of a lowressure pump or stage 14a and a twostage igh pressure pump 16a arrangedand connected as before. These pumps are preferably built as parts ofthe engines and they are of such capacity as to su ply the main el airup to a certain predetermined load, beyond which the main engines drawupon the pumps G2 and H2 driven by the auxiliary engines and comprising`the same parts as the others. The pumps G1, G2 draw their air throughan intake 22a and a conduit 23 which delivers through the side of aconduit 50 extending longitudinally and communicating at its oppositeends with their valve chests. At the other side there is a similarintake 25a and conduits 26 and 50, The discharge connections 27 0f allfour scavenging pumps deliver into a common 'central longitudinal with'the end of the manifold 29a and at the other end with the manifolds35%, 36 of the auxiliary engines. A valve or valves 37a enables the airsupplied to the auxiliary engines to be regulated or cut oil' and avalve 51 in the conduits 28a provides means for cutting oil` orcontrolling the communication' between the discharge sides of the pumpsof the main engines and those driven by the auxiliary engines. Thus themain engines may be supplied by their own pumps entirely independentlyof the auxiliary engines, \and similarly with the auxiliary engines.

Other features are similar to those described in connection with theother views.

What is claimed as new is:

1. In a power plant, the combination of Diesel engines arranged inparallelism at opposite sides of a longitudinal center line, 110 therebeing two engines at each side of the center line spaced from veachother longitudinally, air pumps located in the spaces between theengines at each side -of the center line, and a common scavenging air115 distribution system supplied by said pumps and arranged between thetwo proximate sides of the power plant.

2. In a marine power plant, the combination of a pair ofpropellerdriving Diesel 120 engines arranged in parallelism, a pair ofauxiliary Diesel engines likewise arranged in parallelism and spacedlongitudinally from the propeller-driving engines, air pumps locatedbetween the main and aux- 125 iliary engines at each side, a commonscavenging air distribution system supplied by said pumps and deliveringto the various engines, and means for relatively control-l 1mg thesupplies delivered tothe propeller 13 driving engines and to theauxiliary engines.

3. In a ship, the combination of a pair of propeller-driving Dieselengines disposed longitudinally and in parallelism, a pair of auxiliaryDiesel engines likewise disposed longitudinally and in parallelism andspaced from the main engines, air pumps located between the main andauxiliary engines at each side for supplying both of them, a commonreceiver into which the pumps at opposite sides discharge their lowpressure air, a common scavenging manifold communicating with one end ofsaid receiver and extending longitudinally between said main engines,and connections between the other end of the receiver and the auxiliaryengines,

4. In a ship, the combination of two longitudinally disposed parallelmultiple cyl inder Diesel engines, a common scavenging manifold disposedlongitudinally between them, exhaust manifolds at their outer sides.Vand a common transverse header having connection with the stack and withthe disvcharge ends of said exhaust manifoldsu In a marine power plant,the combinar` tion of a pair of main Diesel engines arranged inparallelism, a pair of auxiliary Diesel engines likewise arranged inparallelism and spaced longitudinally from the main engines, airpumpslocated between the main and auxiliary engines, part of the pumpsbeingadapted to be driven by the main engines and part by the auxiliaryenginas, and a common distribution system which connects with both themain and the auxiliary engines and is supplied by the pumps of both themain and the auxiliary engines.

6. In a marine power plant, the combination of a pair of main Dieselengines arranged in parallelism, a pair of auxiliary Diesel engineslikewise arranged in parallelism and spaced longitudinally from the mainengines, air pumps located between the main and auxiliary engines, partof the pumps being adapted to be driven by the main engines and part bythe auxiliary engines, a common distribution system which connects withboth 'the main and the auxiliary engines and is supplied by the pumps ofboth the main and the auxiliary engines, and means forcontrolling thecommunication between the part of the distribution system supplied bythe pumps of the main engines and the part supplied by the pumps of theauxiliary engines.

in testimony whereof, I have signed this speciieation in the presence oftwo witnesses.

ALFRED BCHI. Witnesses:

CARL SUAsan, AUGUST Rusco.

